werner



L. J. WERNER.

IGNITION SYSTEM.

APPLICATION FILED APR. 30. 1918.

l 32 3 ,80 1 Patented Dec. 2, 1919.

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TU DISTRIBUTUR INVENTOR' LED J. WERNER mu zm A TTOR/VEY L. J. WERNER.

IGNITION SYSTEM.

APPLICATION FILED APR. 30. I918.

Patented Dec. 2,1919.

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LEO J. wmmna, or ARLING'10N,NEW JE'nsnY, assreivoa r0 srtrrnoarcameraman comm, or NEWARK, NEW JERSEY.

IGNITION SYSTEM.

Specification of Letters Patent.

Application filed April 80, 1918. Serial No. 281,781.

To all whom it may concern:

Be it known that -I LEO J. WERNER residing at Arlington, inthe county ofI-ludson and State of New Jersey, have invented certain new and usefulImprovements in Ignition Systems, of which the following 1s aspecification.

My invention relates particularly toan.

under a fixed throttle condition, and to vary the speed of the enginefor any purpose, such as for landing, by cutting out a number of theignition sparks whereby the power of the engine is reduced andconsequently the speed of the airplane. i

My invention has for its principal ob ec t to provide a magneto as asource of ignition having a controller built in as anintegral part ofthe magneto itself.

A further object is to provide a controller for the ignition machinewhich is simple, cheap to manufacture and install.

These and other objects will be apparent to one skilled in the art,after a study of the specification and annexed drawings, wherein Figure1 is an end view of a magneto, showing a method of mounting and thecontrol lever, the upper part of the magneto being broken off.

Fig. 2 is a sectional view on the line 2-2 of Fig. 1, the drivingshaft,however, being shown in full.

Fig. 3 is a left hand end view of Fig. 1 showmg in addition the workingcircuit of the magneto, the body part of which is broken away.

Fig. 4 is a troller disk.

Fig. 5 is a side view of Fig. 4 taken in to the line 5-5. r

Fig. 6 is a plan view of the connector terminal.

Fig. 7 is a side elevation of Fig; 6.

Fig. 8 is a view of the. controller stud.

Fig. 9 is a left hand end view of-Fig. 8.

Fig. 10 is a right hand end view of Fig. 8.

Fig. 11 is a diagrammatic view of the magneto circuits connected to thedistributer.

Fig. 12 is another form of controller disk.

plan view of one form of coning to the engine. The ma Fig. 13 is a sideelevation of Fi 12.

Re errlng now to the details, in w ich like numbers refer tocorresponding parts in the various views, 1 is a body portion of themagneto having a mounting flange 2 with holes 3 and slot 4 and a pilot5-for fasteneto 1 has the usual tapered end drive sha 6 having one endsupported by bearing 7. Securely mounted on the shaft 6 by a key 8 andsnap rlng 9 1s a controller disk 10. The disk 10, as seen m F1 4, hasmounted on the back s1de of 1t, as y rivets 14, springs 11, 12 and 13 ofd fferent widths. An insulating bushlng 15 1s carried by a part of themember 2. bushing 16, preferably of bronze, is earned by bushing 15 andthe bushing 16 supports a member 17 which I term a controller stud, theform of which is clearly shown in Figs. 8, 9 and 10. Referring to thesefigures 1t will be seen that one end of the' stud is flattened on bothsides at 18 ad acent to threaded end 19. The other end of the stud 17has an enlarged head 20 havmg a flat side 21, which in normal position,shown in Fig. 2, is presented toward the controller springs 11, 12and'13 so that as the disk 10 is rotated the springs do not engageanypart of the head 20. At an angle to the flat portion 21 the head 20is fiatted ofi at 22 leaving a narrow cam surface 48 which engages theouter edge of spring 11 once for each revolution of the magneto shaft.Since the springs 12 and 13 do not extend out to the edge of the disk 10they will not be engaged by the cam surface 48. At an angle to the flatportion 22 another portion is flatted off at 23 leaving a wider camsurface 49 which will engage the springs 11 and 12 but not 13 for eachrevolution of the ma neto shaft when the stud 17 is turned su ciently.Mounted on the flat surface 18 is an arm 24 having a hub 25 recessed toreceive a spring 26, one end of the spring being fastened to a hole 27in the hub and the other end engages a pin 28 fastened to the frame workof the magneto. Spring 26 serves to return the stud 17 to its normalposition after having been operatedas hereinafter described. Pin 28 isinsulated from the contact terminal 38 and serves to help hold it inposition on the generator. The arm 24 is held on the stud 17 by alockwasher 29 and nut 30. The outer end of the arm 24 carries a hub 31Patented Dec. 2, 1919.

to which is fastened a knob 32 of insulating material. The knob 32 isgrooved at 33 to receive an operating cable 34, preferably of Bowdenwire. The magneto has the usual circuit breaker designated by 35 andcondenser 36, primary winding P and secondary winding S. That end of theprimary winding P connected to the stationary contactof the circuitbreaker 35 is connected by an Insulated cable 37 to a terminal 38, shownin detail in Figs. 6 and 7 so that it will be readily understood thatthe insulated ends of the primary winding of the magneto is therebyconnected to the controller stud 17.

As shown in Fig. 11 the secondary windin of the magneto is connected toa distr1 uter brush 39 of distributer D. The distributer D illustratedis of a type suitable for a nine cylinder engme, the spark plugs ofwhich are indicated by the points having numbers ,1 to 9 therebetween.In the Gnome type of engine the dlstnbuter is carried by and operated bythe englne separate from the magneto.

Coming now to the operation of my device, when it is desired to slowdown the engine by cutting out one or more of the sparks, the operatorpulls on the cable 34 which operates the arm 24 and in turn thecontroller stud 17 As the stud 17 is turned in its bearing 16 the camsurface 48 1s brought out into the path of engagement of the spring 11thereby cutting out oneof the sparks at the time when the circuitbreaker 35 produces such spark, but due to the primary winding bemgrounded through the cam surface 48 against the spring 11 no spark isproduced. As the arm 24 is operated still further the cam surface 49 isbrought into position so that it enga es the spring 11 as well as spring12, t ereby grounding the primary winding twice durlng one revolution ofthe magneto shaft. As the arm 24 is operated still further a cam surface40, which extends the full length of the head 20, is brought intoposition so that all the springs, that is 11, 12 and 13 are en aged ateach revolution of the magneto s aft, thereby cutting out 3 sparksproduced and the engine will be slowed down accordingly.

In Figs. 12 and 13, I have shown an arrangement wherein a spring member41 has ears 42, 43, 44 and 45 formed thereonto take the lace of the 3separate springs shown in ig. 4. The ear 42 is punched outwardly inopposite direction 'fromthe ears 4344 and 45.. This is so that thespring 42 may always run against the hub 46 so as to insure a goodground 'throu h the disk 10. It will be understood that t e ears 4344and 45 are of a width to function in the same manner as the springs11-12 and 13 when the controller stud 17 is operated as above described.A manually operated switch 47 may be used to cut out the.

ma neto entirely.

hile I have shown two forms of controller disks and the method of makingcon-..

I one skilled in the art that numerous changes and alterations may bemade in the details without departing from the spirit of my invention orthe scope of the appended claims.

Having thus described my invention, what I claim is 1. In an ignitionsystem for internal combustion engines, a generator constructed anddriven b the engine at a speed suflicient to pro uce the required numberof sparks for. normal operation of theengine and means carried by thegenerator consisting of a member rotating with the generator shaft andasecond member normally stationary but operatively controlled at adistance for movement into engagement with said first member forsuppress ing one or more current impulses capable purpose described.

2. In an ignition system forinternal combustion engines, a generatorconstructed and drlven b the engine at a speed sufficient to pro uce therequired number of sparks for normal operation of the engine, a

disk carried on the generator shaft and havlng contact membersprojecting from its surface, a control stud electrically con- 'nected tothe operative coil of the generflexible contact members operativelycar-' ried by the generator shaft, a control stud rotatably mounted onthe generator but insulated therefrom and connected to the generatorwinding and having a head extending into the path of" engagement withsaid flexible contacts but normally out of engagement therewith, an armconnected to said stud, means for operating said arm for moving saidstud head into engagement with said flexible members and means forreturning said arm and stud to normal position after being" operated.

4. In an ignition system for internal combustion engines, a generatorconstructed and driven by the engine-at a speed sufiicient to producethe required number of sparks for normal operation of the engine, aninsulated control stud movably mounted on the generator and connected toits operative Winding and having a head With cam surfaces thereonarranged in different positions, flexible contacts operatively carriedby the generator shaft and means for bringing said cam surfacessuccessively into enagement with said flexible contacts as and 10 or thepurpose described.

' In witness whereof, I aflix my signature.

LEO J'. WERNER.

